Vehicle occupant support

ABSTRACT

Child restraint system in a vehicle with features to support and ensconse the head and shoulders of an occupant during lateral impact to the vehicle.

Priority References: The following applications are hereby incorporatedherein by reference:

Ser. No. 13/138,183; PCT/US2010/000237; Ser. Nos. 14/852,593;15/203,882; 61/206,205; 61/208,445; 61/211,191; 61/214,672; 61/215,559;61/270,808; 61/276,298; PCT/US2009/000342; Ser. Nos. 12/735,146;14/210,413; 14/852,593; 61/062,002; 61/066,372; 61/072,241; 61/062,495;61/123,345; 61/188,175; 61/191,309; 61/198,541; PCT/US2011/001547; Ser.No. 13/820,510; 15/143,168; 15/203,882; 15/872,108; 61/402,751;61/404,335; 61/458,997; 61/459,689; 61/460,266; 61/465,160;PCT/US2013/000024; Ser. No. 14/375,673; 15/203,882; 61/632,797;61/685,537; 61/686,316; 61/688,591; 61/688,855; 61/744,431; 61/797,175;61/797,639; 61/848,724; PCT/US2014/045727; Ser. Nos. 14/903,573;15/203,882; 15/872,108; 61/957,635; 61/959,598; 61/961,092; 61/961,367;15/878,488; 14/726,170; 13/507,149; 11/639,088; 14/600,932; 60/751,305;60/848,804; 60/849,685;

SUMMARY

The present invention provides a new structure and passenger transportparadigm for accommodating passengers in a vehicle with particularattention paid to safety, utility and provides new features for utility.

BRIEF DESCRIPTION OF DRAWINGS

Reference Number Description

-   -   2-001 Dial Handle    -   2-002 Innermost spring/damper (may be single/double/multi helix)    -   2-003 Middle layer spring/damper (may be single/double/multi        helix)    -   2-004 Outer spring/damper (may be single/double/multi helix)    -   2-005 Support ring attached to outer shell/cage    -   2-006 Support rivet holes    -   2-007 Innermost Spring damper has flange that engages the lock        flange for the greatest number of positions.    -   2-008 Middle Spring damper (there can be several) has a flange        that engages the lock flange for fewer positions of the        lock-flange (if multiple middle Spring dampers they will engage        a decreasing number of positions of the lock flange, as a        diameter rises for the spring dampers that are all concentric        and fit into one another.)    -   2-009 Flange on outermost spring damper is the narrowest        engaging the lock flange in the fewest positions.    -   2-010 Lock flange on lock ring engages only the Spring dampers        required based on the dial position    -   2-011 Second section of double helix of outer spring damper    -   2-012 Second section of double helix of middle spring damper    -   2-013 Second section of double helix of inner spring damper    -   2-014 First section of double helix inner spring damper    -   2-015 First section of double helix middle spring damper    -   2-016 First section of double helix outer spring damper    -   2-017 Rear support ring inner spring damper    -   2-018 Rear support ring middle spring damper    -   2-019 Inner spring damper flange (engages with lock flange when        dial is in some positions)    -   2-020 Outer spring damper flange (only end section seen, cross        section does not intersect)    -   2-021 Support ring of outer spring damper    -   2-022 Support ring of middle spring damper    -   2-023 Support ring of inner spring damper    -   2-024 Rear support ring outer spring damper    -   2-025 Middle spring damper flange (cross section does not        intersect-only in views seen)    -   2-026 Support ring is attached to the outer shell or safety        cage. It has a flange that retains the lower protruding ring on        the lock ring. This can be on the inner and outer periphery or        one of these. The fabrication of the support ring may be in 2        parts and brought together around the lock ring rear flange to        retain it.)    -   2-027 Lock ring rear flange that is retained by the support ring    -   2-028 Lock ring with lock flange. Lock flange not seen in        section. Lock flange is retained with the flange of the support        ring on the inner periphery and outer periphery (can be one of        these in some embodiments)    -   2-029    -   2-030    -   2-031 Bunge Slot attached to the inner shell. It retains the        Bunge Pin in front impacts and allows the Bunge Pin to slide out        upon lateral movement of the inner shell as for example in a        side impact    -   2-032 Depression in the Bunge Slot engages the Bunge Pin in        front impact. The Bunge Pin may be spring loaded to keep it out        of this depression unless under front impact loading.    -   2-033 Bunge Pin attached to inner end of all spring dampers.    -   2-034 Exploded view of dial resistance assembly with attachment        to outer shell/safety cage and at other end to the inner shell        shock strip extension at the back. Note that the attachment to        the inner shell in some embodiments may be slidable laterally so        that there is limited impediment to movement of the inner shell        laterally during side impact. This may also be deductible        connection upon lateral loading. The Bunge pin and slot        arrangement are an example of this lateral detachment        arrangement    -   3-001 Side wings of the headrest is contoured to accept a large        surface area of the head during side impact and articulation        about the occipital condyle and the upper spine. The surface        also forms a “pillow” surface for the child to rest his head    -   3-002 Fins of different cross-section and spacing (including        variation along the length in some cases) control the deflection        of the wings during side impact.    -   3-003 Harness is threaded through slot so that movement of the        headrest also moves the harness up and down (in some        embodiments)    -   3-004 Outer spring damper—2 (one helix shown here within        supports)    -   3-005 Outer spring damper—1 (one helix shown you with end        supports)    -   3-006 Middle dia spring damper—2 (one helix shown here with end        supports)    -   3-007 Middle dia spring damper—1 (one helix shown here with end        supports)    -   3-008 Innermost Spring damper—2 (one helix shown here with end        supports)    -   3-009 Innermost Spring damper—1 (one helix shown here with end        supports)    -   3-010 Outer Shell    -   3-011 Support Ring    -   3-012 Head rest with contoured side wings    -   3-013 Then John front of headrest for supporting the harness.        The top of the harness moves vertically with the headrest    -   3-014 Flange on headrest for sliding on inner shell for vertical        adjustment    -   3-015 Seat flange is a strong set of strips (usually metal) that        will guide the headrest as it slides up and down but at the same        time provide support for the headrest in a front impact    -   3-016 Inner shell is attached to the shock strip    -   3-017 Threaded bar with a handle (which may be folded or        retracted in some embodiments for safety) as one or more sliding        sleeves (without axial movement) attached to the headrest and        one or more nuts attached to the inner shell. So that when the        handle is cranked, the headrest slides up and down on the        Flanges riding in pocket on the adjoining member.    -   3-018 Shock strip has bottom hair pin to lower vibration to the        inner shell and deform upon lateral and front impact. The “T”        shape at the top have sides that provide additional strength to        the inner shell. The ends of the “T” arms have a shock absorbing        and/or sliding element between it and the outer shell or frame.    -   3-019 Dial handle and lock Flange    -   3-020 Bunge slot attached to the inner shell or the shock strip.        Accepts the Bunge pin in the slot laterally. It has a depression        on the outer (bungee pin) side to engage the Bunge pin upon        front impact    -   3-021 Bunge pin attached to the ends of the spring dampers.        “Button” slides into Bunge slot. Button maybe pivotally attached        about axis to the stem and body to facilitate sliding out of the        Bunge slot laterally    -   3-022 Ribs along the headrest wings are designed to control the        flexing of the wings in side impact. The ribs may have a        variable spacing and cross section along their length    -   3-023 Crank actuates the threaded rod raising and lowering the        headrest assembly (which is some embodiments include the        harness)    -   3-024 The Bunge pin engaged in the Bunge slot under normal        operation    -   3-025 Headrest enabled the slide up and down    -   3-026 Flange is attached to the inner shell slidably retains the        flange on the headrest    -   3-027 Inner shell    -   3-028 Flange on the headrest, slidably retains the flange on the        inner shell    -   3-029 Notch in headrest for harness    -   3-030 Flange on headrest retains    -   3-031 Ribs on the side wings of the headrest that are designed        to have a cross sections along their length and spacings for the        control of deflection of the headrest to lower peak acceleration        and resulting injury    -   3-032 Recesses for sleeves on a threaded rod that is attached to        the headrest and don't allow relative vertical motion of the        threaded rod, thereby raising the headrest as the nut on the        inner shell is acted upon by the rotating threaded rod.    -   3-033 Handle for threaded rod. Some embodiments allow        retraction.    -   3-034 Threaded rod    -   3-035 Recess in headrest for movement of nut attached to the        inner shell as a threaded rod is turned.    -   3-036 Flange on the headrest retains the flange on the inner        shell and guides the headrest to slide vertical    -   3-037 Flange in front of headrest that retains the harness in        slot    -   3-038 Notch on the headrest that accommodates flange on the        inner shell.    -   3-039 Notch for harness    -   3-040 Flange engages Flange on inner shell    -   3-041 Handle for threaded rod    -   3-042 Ribs control deflection    -   3-043 Surface provide sleep surface and wide area during lateral        movement of the head above the natural joints.    -   3-044 Flange retains harness    -   3-045 Rivet holes    -   3-046 Slot for nuts that engage the threaded rod. Nuts may be        riveted to the inner shell or other support elements thereon.    -   3-047 Side of shock strip may have support elements attached to        the outer shell to control lateral impact motion. These may be        slidably attached with one or 2° of siding freedom and carefully        controlled compression characteristics.    -   3-048 Variable resistance spring dampers for calibrating impact        performance to car type and child size and/or weight    -   3-049 Shock strip is attached to the inner shell and the outer        shell    -   3-101 Rear pivot for seatback, bottom and frame raised. This may        be simply attached to an arm that is pivoted about the same axis        as the front pivot axis of the shadow on. It may be moved with        an actuator. The benefits of this motion is that the seat back        and bottom may have the same inclination. A good option to have        to sleep facedown with the head raised to be at the level of the        window.    -   3-102 Rear pivot for seatback, bottom and frame in normal        position.    -   3-103 Extending leg rest    -   3-104 Seat bottom with leg rest having guides/slots for the        extending leg rest    -   4-001 Pin on extending leg rest that protrudes out of slot on        seat bottom with leg rest to engage a near vertical slot on the        support structure of the air sleeper, thereby enabling the        movement of the seat bottom relative to the support structure to        change the position of the extending leg rest. The angle of the        slot on the housing of the vertical will determine the        horizontal movement of the extending leg rest.    -   4-002 Seat bottom with leg rest with guides for extending leg        rest    -   4-003 Extending leg rest    -   5-001 Wings of headrest is contoured to accept the large surface        area of the head during side impact and articulation about the        occipital condyle and the upper spine. The surface also forms a        “pillow” surface for the child to rest its head to sleep.    -   5-002 Fins of different cross section and spacing (including        variation along their length in some cases) control the        deflection of the wings during side impact.    -   5-003 Harness is threaded through the slot in headrest so that        movement of the headrest also moves the harness up and down (in        some embodiments)    -   6-001 Aircushions    -   6-002 Headrest    -   6-003 Air cushions. Maybe fully or partially filled with porous        material.    -   6-004 Primary vents. Tapered sections near the Vents may also        have venture action ports to suck in new air to moderate and        control evacuation    -   6-005 Air duct to micro air cushion    -   6-006 Head micro aircushion    -   6-007 Shoulder sacrificial airbag    -   6-008 Multiple sets of sacrificial airbags and micro air        cushions are possible. In this embodiment for example additional        micro air cushions can be placed below the one in the figure and        the sacrificial airbag above the one shown in the figure.    -   6-009 Shoulder support part of movable head shoulder assembly    -   6-010 Air Duct    -   6-011 Adult extends in this embodiment the top of micro air        cushion. (Other embodiments may have lead-ins elsewhere.) So        that on head impact the edge on the perimeter of the headrest        ensconces the head as the aircushion deflates through the        primary vent at the bottom. There may be secondary vents        anywhere on the air cushions and the skin of the aircushion may        be porous as well the aircushion may be filled or partially        filled with porous material.    -   6-012 Head micro air bag    -   6-013 Shoulder sacrificial airbag    -   6-014 Primary vents for air cushion    -   6-015 Shoulder support    -   6-016 Aircushion interiors may be fully or partially filled with        porous materials. For manufacture, these may be cutouts that is        sandwiched between the skin material which then gets compressed        in the places where the weld will occur. Alternatively, a sheet        of the porous material can be sandwiched between the skin layers        with a porous material chosen so that it compresses and welds        with the skin at the points where the compression/heat dies        contact the sandwiched layers. This will avoid the need for        prior lay-up of the cutouts of the porous material.    -   6-017 Compression and/or heat welded sections for the cover        material separates the aircushion and the sacrificial chamber        sections.    -   6-101 Drawer-Limited excursion space in aisle of aircraft.    -   6-102 Belt upper section    -   6-103 Bin body    -   6-104 Belt support structure    -   6-105 Belt (pulleys and rollers not shown)    -   6-106 Belt support structure    -   6-107 Belt pulley pivot axis    -   6-108 Draw body (may not have bottom for weight considerations)    -   6-109 Bin body. (May or may not have rear aperture shown)    -   6-018 serrated edge or edge with points and edge to hold the        webbing in the event of tension on the attachment side    -   6-019 Is the elongated slots allow the movement of the pin        toward serrated or rough it to stop the movement of the webbing        on the tension from the attachment side    -   6-020 Elongated site braces on the site member of the CRM base        under load    -   6-021 CRM base side member passes through the slot. The belt box        may be fixed to the side member or slidably mounted with a cable        attachment that either passes through the side member of the CRM        or adjoining it to a central tensioning mechanism    -   6-022 The two sections in some embodiments pass through the loop        over the belt box pin.    -   6-023 Belt box in some embodiments may slide on the CRS Base        side member with a cable or other tension attachment to a        tensioning mechanism    -   6-024 Webbing section that is looped over the seatbelt        attachment point on one end    -   6-025 The two sections of the seatbelt webbing pass behind the        back of the seat    -   7-001 Headrest height control slider. Spring mounted and with a        grasp handle attached for raising the slider relative to the        headrest    -   7-002 Headrest    -   7-003 Pins for engaging slot it played on shell—engaged    -   7-004 Link from headrest height control slider and the        engagement pins, provided at both ends    -   7-005 Shell    -   7-006 Pins for engaging slot it played on shell—dis-engaged    -   7-007 Pins for engaging slot it played on shell—hidden    -   7-008 Link from headrest height control slider and the        engagement pins, provided at both ends (hidden)    -   7-009 There is attached to the headrest slides between plant        attached to the shell and the shell    -   7-010 Slotted flange attached to the shell    -   7-011 Plant attached to the headrest slides between plant        attached to the shell and the shell removed to show the headrest        adjustment mechanism    -   7-012 Pivoted Links    -   7-013 Slider    -   7-014 Pins    -   7-015 Point of engagement of a spring to a slider    -   7-016 Slider (pin engaged position)    -   7-017 Pins-engaged    -   7-018 Pivoted Links—pin engaged position    -   7-019 Pivoting axis detached (either breaks off at critical        loading or is spring mounted to move forward from the frame)        thereby allowing the outer shell to move away from an intrusion        under extreme loading conditions, and after the full level of        rotation is obtained with the collapsed clasp that allows        rotation to the egress ingress position.    -   7-020 Clasp holds the outer shell in place during side impacts        for supporting inertial loading. However, under intrusion        conditions with extreme loading the clasp collapses to allow the        outer shell to rotate exactly as in the egress and ingress        positions thereby moving the occupant away from the intrusion.    -   7-021 Multi strap or fabric mat to support the upper end of        child seat using frictional loadings on the car seat up as well        as the tension of the tether. Fabric construction will also        support shear loadings.    -   7-022 Stretch for. Keeps the fabric/multiple straps stretched        stash separated    -   7-023 Tether anchor    -   7-024 Multipart or fabric together. Fabric construction will        also support shear loadings    -   7-025 “T” support for inner shell does not attach to the cradle        to allow movement in front impact    -   7-026 Dial-a-guard assembly    -   7-027 Shock strip    -   7-028 Cradle extension (only left half shown) has controlled        spring action on the curved ends that are attached to the outer        shell to allow some movement of the cradle towards the outer        shell but also with rotation of the inner shell deform on the        curve to allow one side to move forward while allowing the other        side of the inner shell to move back. During front impact the        cradle may not move forward and inner shell moves forward under        the control of the shock strip and the Bungee (which can be the        dialer-a-guard system)    -   7-029 The curved section of the cradle extension with have been        one or more parallel axes of the radius of curvature. The curved        section may be designed to allow the movement of these axes and        therefore the curvature can be such as to facilitate linear        motion of the edge of the inner shell while rotating under side        impact. The curve in some embodiments may serve both for this        function and for shock absorption laterally between the inner        and outer shells. In other embodiments the shock absorption        function may be performed by supplementary curved fixed to        either the inner or outer shells with different compression        properties to the curve of the cradle extension.    -   7-030 Supplementary curved for shock support. Attached to inner        or outer shells    -   7-031 Split shock strip curved section will change the dynamic        properties of the support of the inner shell. For example the        width of the strip can be increased to increase a support        further towards the lateral edges while maintaining a higher        strip thickness

FIGS. 1-1 to 1-11 show a variation of embodiments disclosed in the AirSleeper invention as in any of the documents disclosed herein byreference. It has a side mounted leg rest.

FIG. 1-12, 1-16 shows embodiments of a WorkMate.

FIG. 1-13 shows an enhanced shock strip for the child seat support asdisclosed in PCT application filed Jan. 21, 2009. This modifiedstructure reduces distortion of the sections that are attached to theinner shell of the seat and the outer frame of shell. Another version ofthe Shock Strip similar to one previously disclosed is in FIG. 1-14.This has in addition the extensions to the upper end of the seat forfurther support. FIG. 1-15 shows a variation of FIG. 1-13 where theedges of the curved section are modified to change the twist and bendparameters of the Shock Strip.

FIGS. 2-1 to 2-10 show another form of Bunge Sling that is made up ofconcentric spring dampers. The type of Bunge sling may have a variableresistance “dialed in” with the dial handle by engaging differentnumbers of Spring Dampers as required that may be dependent onparameters related to the physical size of the child and/or theproperties of the pulse at the mounting location of the child seat in afront impact. The latter may vary depending on the crumple zone andother factors of the car.

The Fig shows three concentric spring dampers. However there is no limiton the number except for the space for installation. With more springdampers there are more options to tune the arrangement for a differentload characteristics. Each of the spring dampers may have a single helixas in a coil spring but may also be a double helix or even a multi-helixfor greater stability of the end rings and the connection points to thestretching spring damper coils. The taper of the spring dampers willlower the possibility of slight lateral movements affecting thestretching of inner coils relative to non-stretching (and unselected)outer coils. the dial handle is attached to a lock ring that slides onthe support ring (engaged with rear flanges to the retaining ring inthis embodiment) and thereby with its lock flange engages one or more ofthe spring damper flanges which are designed to have an arc length thatincludes a section under the lock flange at the dial positions whereretention and engagement of the that spring damper is desired. Some ofthe flanges of the spring dampers are therefore longer arcs than othersand they are designed to allow some spring dampers to move freely whenthe others are engaged by the lock flanges.

FIG. 2-1 shows three orthogonal views.

FIG. 2-2 shows an exploded view, the monotonically decreasing arclengths of the spring dampers are designed to allow the lock flange tolock 1, 2, or all 3 of the flanges.

FIG. 2-3 shows a cross section of a double-helix structure with 3 springdampers. It also shows the retention of the lock ring with the supportring and the nested spring dampers attached thereto. The support ringmay be fabricated in two parts to be then assembled over the Lock ring.If inner rear flanges are used between the lock ring and the supportring as shown the retaining section over the inner flange of the lockring may be a separate part that is riveted on with the remaining bodyof the support flange. This can of course be done for the retainingsections of the outer and inner rear flanges that hold down the lockring.

FIG. 2-4 shows an isometric view of the Dialed resistance Bunge Slingarrangement.

FIG. 2-5, 5A show a double helix embodiment of a single spring damperelement.

FIG. 2-6 shows a single helix embodiment of a single spring damperelement.

FIG. 2-7 shows a quad-helix embodiment of a spring damper for a singlespring damper element. This figure also shows two pairs of flanges.multiple pairs of flanges may be used but must correspond to the flangesof the lock flange.

FIG. 2-8 shows an embodiment of the Dial resistance bungee slingarrangement, attached (laterally slidably and engaging for front impact,or fixed) to the inner shell on the inner side and at the back with thesupport ring to the safety cage or outer shell. The outer end in someembodiments may also be directly mounted on the seat support structure.

FIG. 2-9 shows an exploded view of the parts of the assembly—in thiscase using the inner shell with a shock strip which is attached to thebungee arrangement that is in turn attached to the outer shell or thesafety cage.

FIG. 2-10, shows the detail (Bunge slot exploded away for clarity) ofone possible embodiment of the detachably attached bungee slot thatattached to the bungee pin that is firmly attached to the springdampers. In the normal position the bungee pin sits inside the bungeeslot but not inside the depression. In the event of a lateral movementof the rear of the inner seat shell (attached to the Bunge slot) as forexample in a side impact, the pin slides out of the slot. However, inthe event of a front impact the pin stays in the slot and further mayembed into the depression for further stability. Some embodiments mayhave the Pin head spring loaded away from the depression to minimize thechances of the slot impeding the lateral motion of the pin duringvibration etc that may displace the pin slightly.

FIGS. 2-11 to 2-14 show the shock strip in some embodiments of the childseat. The lower flange is attached to the safety cage or outer shell orframe, the inner contour of the strip hugs the inner shell and the sidearms go around it. There are support points on the ends of the “T” thatallow controlled sliding of these ends relative to the Safety Cage orouter shell. The embodiments may or may not have the Bunge slingarrangements.

FIG. 2-11, shows a side impact condition.

FIG. 2-12 shows a front impact condition with a looped front edge.

FIG. 2-13, shows a front impact with a simple front “hair pin” bend.

FIG. 2-14 shows another looped front end for a front impact.

FIGS. 3-1 to 3-8 show different parts of a Child support mechanism orchild seat for a vehicle. These embodiments may also be used as a modulein an existing child seat base.

FIG. 3-1 shows the Side wings of a head rest that are contoured, withthe arrangement for sliding the headrest up and down and the slots forthe harness on the headrest. The Bunge sling arrangement (round form)may also be seen between the inner and outer shells.

FIG. 3-2 shows an exploded view with the flanges for support of theheadrest and the harness and also the parts of the dial controlledbungee sling.

FIGS. 3-3 to 3-8 show details of various parts of the headrest and innershell assemblies as annotated in the drawings. FIG. 3-9 shows anembodiment of the Air Sleeper, wherein the rear pivot for the seat back,bottom and frame can be raised from the normal position of the pivot asshown in FIG. 3-10.

FIG. 4-1, illustrates an embodiment of the Air Sleeper with an extendingleg rest. This leg rest slides in guides on the Seat Bottom that has aleg rest (the seat bottom may not have a leg rest in some embodimentsand the extending leg rest can slide in the seat bottom on guides)

FIG. 4-2, shows the seat bottom with a leg rest with guides for theextending leg rest. It also shows a pin that protrudes from theextending leg rest through a slot in the seat bottom and leg rest. Thispin is adapted to engage a near vertical slot in the fixed supportstructure of the Air Sleeper. It can slide up and down that slot.Moreover that slot can be in some embodiments have a variableinclination to change the horizontal movement of the pin as the verticalposition of the seat bottom with leg rest is changed.

FIG. 5-1 shows the Side wings of a head rest that are contoured, withthe arrangement for sliding the headrest up and down and the slots forthe harness on the headrest. The Bunge sling arrangement (roundform)—also called a Bunge Device, may also be seen between the inner andouter shells. Notably there is space between the inner and outer shells.This space is used for differential movement of the inner shell withregard tot eh outer shell and the vehicle during impact conditions.

FIG. 6-1, shows a head rest that in this embodiment has a harness mountalso attached. This embodiment is enabled to slide up and down toaccommodate a growing child. Shown in the figure are the Aircushions(see for example U.S. Pat. Nos. 7,154,416, 6,609,749) that in thisembodiment are contoured to have their primary vents at the lower endnear the bottom. Secondary vents may be placed anywhere on theaircushions. Placing the primary vents near the bottom evacuate thelower side of the Aircushions first because of the fluid dynamicsfollowing compression and therefore maintain more air or other fluid inthe upper sections thereby ensconcing the head i.e. having the outer/topedges of the air cushions protrude more than the center and bottom ofthe aircushions that evacuate first.

FIG. 6-2, Aircushions for the head rest shown on their own. The primaryvents in this embodiment are shown at the bottom of each cushion. Inaddition there may be venturi tubes attached to the tapered sections ofthe air cushions (not shown) that could modify the airflowcharacteristics during deflation.

FIG. 6-3, Shows an embodiment of an integrated headrest and shoulderguard that is able to slide up and down on the CRS thereby allowingheight adjustment of these elements as the child grows. The Harnessattachment is also on this movable element. The shoulder guard may bebraced on its side with other elements of the CRS. If the CRS has adynamic inner shell and a static or fixed outer shell, theheadrest/shoulder guard may be braced to the inner shell and therebybenefit from the dynamics of the inner shell.

The Fig shows an embodiment of Aircushions on the headrest (only oneshown but more can be added below the one shown) attached to asacrificial chamber/airbag that provides inflow into the air cushion atthe time the shoulder compresses the sacrificial chamber or airbag. Thisembodiment has the air ducted to the head or top of the Aircushion sothat, that region fills up and evacuates through the bottom of theaircushion. Notably such ducting will provide more fluid at the top ofthe aircushion to ensconce the head. Moreover there can be multiplesacrificial airbags each connected to one or more micro air cushions.While it is possible to connect multiple sacrificial airbags to each aircushion such embodiments may not be that common. Either or both of theAircushions and the sacrificial airbag may be partially or fully filledwith porous materials.

FIG. 6-4, shows the single set of sacrificial airbags on the shouldersupport and the corresponding aircushion on the head rest. The positionof the air duct may be seen clearly from this figure. Notably however,other embodiments may have the air duct connected to any part of theaircushion.

FIG. 6-5, shows another embodiment of the headrest/shoulder guard withair cushions and sacrificial airbags. This embodiment shows a singlesacrificial airbag on each side feeding two air cushions. Here again theair duct leads to the top of the air cushions. Such embodiments can havemultiple aircushions feeding from the same sacrificial airbags.

FIG. 6-6 shows the same aircushion/sacrificial airbag system of FIG.6-5. The air ducts lead to the top of the aircushions and theaircushions vent at their bottom. There can of course be secondary ventsanywhere on the air cushions for controlling the evacuation of the microaircushions further.

FIG. 6-7, shows a method for construction of the air cushions and/orsacrificial airbags. The fig shows the aircushions/airbags filledpartially or fully with a porous material that forms the shape. Theaircushions/airbags are sandwiched between layers that form the wallsand a formed die in the shape of the intervening spaces is used tocompress the walls in the intervening spaces to weld together the wallmaterial that is itself weld able with the resulting pressure or hatthat is applied at the time of compression, or is treated with anadhesive to provide adhesion between the walls at the time ofcompression.

Another related approach is to simply sandwich a layer of the porousmaterial, wherein the porous material has special characteristics thatallow welding of the two wall layers to itself under the weld conditionsthat may be heat and/or pressure. It may also be treated or coated withan adhesive to provide this function, the advantage of this secondapproach is that there is no need for the cut outs of the porousmaterial before assembly. All the forming information is in the dieshape. Notably the pair of dies will ensure that the resultingairbag/air cushion will take the shape of the headrest and/or theshoulder guard so that it can be inserted and fixed to these memberseasily. Finally for the Air ducts that may not require porous materialsa tube may be inserted as a former to keep the shape of the walls aheadof compression. Such tubes (possibly with porous walls) may also be usedin the body of the airbags/air cushions to modify the direction fluidflow.

FIG. 6-8, shows an embodiment of a lower or upper bin in an air sleeperassembly. In such an assembly as provided in for examplePCT/US2009/00342 the bins may have drawers. Such drawers may need toopen into the aisles that have limited space. Considering that the binsmay be over 72″ long access to the further end of the bin will bedifficult with the opening into an aisle that may be 20″ wide. Thefigure shows an invention that solves this problem. There is a belt thatis fixed to the bottom of the drawer and when the drawer is opened evenby less than 20″ it gives access to all objects that are placed on thefront of the belt, the objects may be removed and the belt moved(manually or by actuator) such the next section of the belt becomesaccessible and so on until all the objects may be removed. Similarlywhile loading the belt, objects are placed on the belt and the beltmoved to reveal the next section of belt which is then filled and so ontill the first set of objects on the belt reach the other end of thebelt and the drawer is filled. The drawer may then be closed. Analternative embodiment would not use a drawer at all but simply a beltwith a door at the end of the bin so that as the objects are removedfrom the belt the belt may be moved to reveal the objects further insidethe bin on the belt and so on till all the object at the back of the binare removed. The process reversed will allow filling the bin as well. Inthis case too manual or actuator movement of the belt is possible andsuch arrangements are well disclosed in the background art.

Typically the lower bin would be more convenient to load and unload witha drawer while the upper bin may not need the drawer but simply a doorand the belt inside. In all cased of course the belt will need a supportsurface that is attached to the drawer in the first case or the bin inthe second case and will be constructed to have rollers or a goodsliding surface (possibly coated with Teflon or similar slidingmaterial). The fig does not show the rollers at the ends of the belt tokeep its tension and position. Such rollers on such belts are welldisclosed in the background art.

FIG. 6-9 show the arrangement in FIG. 6-9 in an exploded view.

FIG. 6-10, shows the buckle for tensioning the seatbelt in a car for theattachment of a CRS. The buckle has a loop of the pair of webbingsections inserted through a slot and a pin is inserted into that loop.The Pin is enabled to slide in a second slot but is locked to prevent itfrom retraction when the CRS is in use. Such locking devices for pinsare well disclosed in the background art. The Buckle (called theBelt-box) has a section that can slide over the side member of the CRSbase side member (FIG. 11). When the belt is in tension as a result ofthe CRS inertial loading for example under front impact, the body of theBelt box will move forward and the pin will be held back by the webbingsections. As a result the pin will slide to the extent possiblebackwards in the second slot and the webbing will be pressed against therough section of the Belt Box and therefore prevent slippage of thebelt, the rough sections may be serrated or with points and edges tohold the webbing but not cut or damage it and thereby prevent its rolein supporting a tensile loading.

FIG. 6-11, Shows the Belt Box or buckle as in FIG. 6-10 attached to theCRS. Notably the Belt box may be rigidly attached to the side members ofthe CRS or slidably attached to these side members with an attachment toa cable or other tension supporting member that lies inside or adjoiningthe side member and is attached at its other end to a tensioningmechanism. In the event the cable or other tension members are insidethe side member of the CRS base, there will be a slot in the side memberto provide the necessary access to the belt box. Alternatively the beltbox may have a pin that passes through a slot on the surface of the sidemember that engages the cable or other tension member.

The fig show the routing of the belt around the pin in the belt box andthen behind the CRS (in other embodiments it may be a slot speciallydesigned for this routing) an to a similar belt box on the other side. Aclamp may be employed between the shoulder section and the lap sectionof the webbing to keep them together.

FIG. 6-12, shows an apparatus to provide spring damper combinations withdifferent compression properties. The embodiment shown has two sectionsbut the mechanism is easily replicated between pairs of dividing platesto have multiple sections of spring dampers or honeycomb. FIG. 12 showspins that are enabled to push out the support arms when End plate 2 hascrushed the honey comb (in this case honey comb and not spring damper isused) Until the support arms are pushed out the honey comb 1 iscompressed. This Honey comb may be stiffer than the honey comb 2 andtherefore the apparatus is required for this case. The support arms mayslide out from the edge of the support plate or they may have rollers onbearings that ease the movement over the edge while under compressiveloading. If rollers are used a small ridge may be needed to prevent therollers from rolling out before the pins release them. The pivot of theSupport arm is arranged to be away from the compression path. Somefriction on the pivot however can control the movement of the supportarms ahead of the engagement of the pins. There is a support surface ofthe support arms that engage the end plate 1.

FIG. 6-13, shows the same arrangement as FIG. 6-12 where the first honeycomb has been compressed and the pins have just released the supportarms, the second honey comb has started compressing.

FIG. 6-14 shows the compression of the second honey comb wellprogressed.

FIGS. 7-1 to 7-7, show a mechanism for the attachment of a headrest(that may include the support for the harness and may include shoulderlateral supports) to the shell supporting the occupant in a CRS. Thismechanism has many embodiments, the one illustrated in the figures hasone or more pins that are enabled to insert into slots at differentheight positions of the headrest thereby providing a locking mechanismfor the headrest at these heights to accommodate children of differentheights.

FIG. 7-1, shows the headrest and the shell with the mechanism with thepins engaged to the slots on the support shell thereby locking theheadrest to the shell.

FIG. 7-2, shows the same view as FIG. 7-1 with the Pins disengaged fromthe slots on the shell to allow the sliding motion of the headrest tothe preferred position before releasing the catch that reengages thepins to the slots.

Both these figures show the Height control slider that retracts andre-engages the pins through the attachment by pivoted links (otherembodiments may have other linking mechanisms to attach a height controldevice to the pins,) the height control slider is attached to a triggeror a lever that can be raised relative to a handle attached to theheadrest, to elevate the slider relative to the headrest and therebyrelease the pins from the slots. The slider may be attached to a springto maintain the engaged position as the normal position.

FIG. 7-3, Shows either of the FIG. 7-1, or 7-2, in another view it alsoillustrates the interleaved flanges that are attached to the Shell andto the headrest that slide relative to each other and support theheadrest relative to the shell.

FIG. 7-4, shows the parts of FIG. 7-3, with the shell removed. It showsthe flange that is attached to the headrest that is behind the slottedflange that is attached to the shell, thereby supporting the headrestand allowing the flanges to slide relative to each other. Adjoining theslotted flange attached to the shell on its inner edge is the mechanismwith pins that engage the slots on the flange.

FIG. 7-5, how the Assembly of FIG. 7-4, with the flange attached to theheadrest removed to reveal parts of the mechanism for retracting thepins that is attached to the headrest. Notably the flange that isattached to the headrest (removed in FIG. 7-5 relative to FIG. 7-4) isattached directly to the static parts of the mechanism and to theheadrest itself.

FIG. 7-6, and FIG. 7-7, show the mechanism for the retraction of thepins. This mechanism is attached to the headrest and a trigger or leveris attached to the top of the slider that may be operated in conjunctionwith a handle attached to the headrest, such that when the trigger isdepressed the slider slides upwards against a spring loading and therebypulls the pivoted links upwards which in turn pull the pins into thebody of the mechanism.

FIG. 7-6 shows the pins in the retracted position with the triggerpulled and the slider elevated against the spring loading, while FIG.7-7 shows the same assembly in the normal position with the pins engagedor out of the body of the housing. The Housing of the mechanism issecurely fasted to the headrest.

Notably a similar and alternative mechanism can be mounted on the shellwith the slots arranged on a flange on the headrest.

FIGS. 7-8, and FIG. 7-9, illustrate a mechanism for the accommodation ofextreme intrusion into the space of the CRS during side impact. The CRSin this Fig shows an outer shell (which contains the inner shellsupporting the child. The invention will also be applicable to a singleshell instead of the outer shell shown here) that is pivoted along itsback ad has limited rotational motion about this axis that is normallyenabled for egress and ingress. It is locked in position for normaloperation of the vehicle to protect the child in a side impact. Howeverthis invention enables the clasp that holds the outer shell to collapseunder a predefined extreme loading of the intrusion to allow the outershell to rotate about the central axis thereby moving the child awayfrom and reorienting the child away from the intrusion and the impact(FIG. 9). In extreme cases where the intrusion is severe this movementis not sufficient, the invention has a pivot that detaches or moves sothat the outer shell can be pushed further by the intruding objects.

These two inventions allow the secure mounting of the child seal to thevehicle for optimal performance under less severe impact conditions andalso minimizes the size of the intruding child seat into the space ofthe adjoining passenger thereby reducing potential injury to thatpassenger.

FIG. 7-10, illustrates a CRS invention that provides enhanced supportfor the CRS relative to the car seat. It has either a plurality ofstraps or a fabric/continuous material that is/are anchored to a barthat is on the back of the seat which in turn is attached to the anchorpoint of the vehicle for the tether. The stretch bar keeps the fabric orthe set of straps separated and thereby gives a significant frictionalbonding between the fabric or the set of straps and the seat back tosupport the top of the seat in side impacts.

FIG. 7-11, is another aspect of a CRS invention that has a inner shellsupporting the occupant and an outer shell that is attached to the innershell through shock absorbing elements. Previous disclosures of thisinvention have used a shock strip supporting the bottom of the innershell and “fingers” supporting the upper sides of the inner shell and aBunge sling or a Dial-A-Guard element providing support for forwardimpact movement of the inner shell, the present embodiments may have allthese aspects of the support but rather than the “fingers” they aresupported by a side shock strip that may be made of metal that mayextend around the back of the inner shell and cradle the inner shell.Other embodiments may simply have a short section of the strip huggingthe inner shell and attached to it. There may be in addition as shown anoptional supplementary shock strip “curve” that can absorb lateralimpacts.

FIG. 7-12, shows a “split” shock strip at the bottom support of theinner shell. This will change the deformation characteristics of theshock strip. Such a split shock strip may also be used on the lateral orside shock strips as in FIG. 7-11.

DETAILED DESCRIPTION OF INVENTION

Air Sleeper

Several variations of Air Sleeper embodiments are presented in thisinvention. They present a structure with multi-tiers of occupants,wherein each of the occupants have an occupant space, and this space hasa ceiling that can in some embodiments have a front edge that issubstantially orthogonal to the direction of the occupant facingdirection. Each of the upper tier occupant spaces has a foot space whilethe occupant is in a sitting position that may be partially below theceiling of the lower tier occupant spaces. One of the challenges is toaccommodate this lower level foot rest without encumbering the lowerlevel occupants and their spaces, the variations proposed, show a sidemounted foot rest rather than a centrally mounted footrest as in priordisclosures, that may be of particular value in angled embodiments ofthe Air Sleeper in the cabin. As may be seen from FIGS. 1-1 to 1-10, thelocation of the leg rest on one side allows additional possibilities forthe location of the steps and benefits from the natural shielding of thelegs of the upper tier occupants from the lower tier on one side withthe support structure of the lower Air Sleeper. On the open side in thisangular deployment the leg rest is far forward of the lower tieroccupant (on that side) and may not even require a foot screen. Egressand ingress to/from this lower AirSleeper can be achieved entirelybehind the leg rest of the upper tier in many embodiments.

It may however be preferable in some embodiments to have a screen infront of the AirSleepers at both levels. In the angled deployment shownsuch screens can be attached immediately in front of the AirSleepers asegress and ingress are achieved at an angle from the aisle. The otherbenefit in the side mounted leg rests is that the space of the leg restdoes not affect the lower tier AirSleeper, (in the center mounted casehalf of the leg rest is immediately above the “forward” lower tierAirSleeper and so needs to be accommodated with a cutout or reduction inthe top corner of the lower tier AirSleeper.

FIG. 3-9 shows the AirSleeper with a rear pivot that supports thebackrest, the bottom rest and the frame with an elevated pivot. Suchactuation of this rear pivot can angle the seat bottom much more thanwithout and can even raise the back enough to have the seat back andbottom at the same angle. This can enable a passenger to lie face downand raise the head end to a level of a window if necessary and ifavailable at a higher level. FIG. 3-10 shows the embodiment with therear pivot in the normal position. This actuation can be achieved withthe rear pivot mounted on an arm that is itself pivoted about the sameaxis as the lower pivot of the shadow arm. An actuator can enable suchmovement. Clearly there will need to be support arrangements to give therear end of the seat bottom adequate lateral support.

As shown in FIGS. 4-1 and 4-2, the extending leg support is designed toincrease the length of the Air Sleeper beyond the end of the Seatbottom/leg rest. In some embodiments of the Air Sleeper the movement ofthe AirSleeper from the sitting to the flat bed position results in therise of the seat bottom. In such embodiments this may be accompanies bya movement of the seat bottom backwards horizontally as the rise may berelated to a pivotal movement about a lateral axis relative to the AirSleeper. In such embodiments with the horizontal movement of the AirSleeper seat bottom in the axial direction as the seat moves from thesit-up position to the bed position, the absolute position of the end ofthe leg rest relative to the aircraft aisle will change. Therefore, insome such embodiments the leg rest will be at its maximum position withregard to the aisle when in the sit up position but move back as theseat is reclined and eventually brought to the flat bed position. Thiswill result in the full available length to the aisle not being used bythe bed (or in the reclined position). To counter this the extending legrest may be used. Here the extending leg rest has a pin that engages thefixed support structure of the AirSleeper and as the seat bottom risesto the flat bed position, the pin follows a slot in the fixed structureand stays in the horizontal position of the slot at the correspondingvertical position of the seat bottom (and in turn the pin). Therefore,if the pin is maintained in the slot and the slot on the seat supportstructure is vertical, extending leg rest will have a constanthorizontal position relative to the aisle and the fixed structures,thereby utilizing the maximum length of the AirSleeper in all positionsincluding the horizontal flat bed position. Notably the pin thatactuates the position of the extending leg rest, may be at a higherlevel than the seat bottom & Leg rest to avoid the machinery forlowering and raising the seat. In this situation the pin can be forexample be attached to a section of the extending leg rest that is atthe edge of the seat bottom/leg rest. and has a vertical protrusion thatis attached to the pin.

In another related application, where the aisle width is required byregulations or otherwise to be a width “A” below a height “H” andallowed to be a different width “B” above the height “H”, there is anopportunity to utilize some of the aisle space for the bed position thatis higher than the sitting position if “B” is greater than “A”.Conversely, if there is more aisle space required at the sittingposition “A” than the bed position “B” above “H”, in these embodimentsof the AirSleeper, this may be engineering in these embodiments byutilizing an angled slot on the fixed structure of the AirSleepersupports to guide the pin, and angle the slot (curved slots are alsopossible) so that as the seat bottom rises the slot guides the pinforwards relative to the fixed support structure so that in the bedposition the extending let support is at a forward displacement thatallows the aisle width “B” and creates a longer bed as a result. Inanother application the extending leg rest may not use the pin at alland be manually extended to the length desired by the occupant and instill other cases enabled with an actuator.

Finally other embodiments of the Airsleeper previously disclosed have abed that moves forward (in the facing direction) and or down from thesitting position. The same principle can be used for these embodimentsof the Airsleeper to maximize the length of the bed relative toavailable aisle space at different heights.

The aspect of the invention with embodiments as in FIG. 6-8, 6-9 relatesto the bins in the AirSleeper configurations where the bins may be up to80″ long and need to be accessed from the aisle of the aircraft that maybe about 20″ wide. For the lower bins a drawer may be used to access thefront of the bin. However the rear of the bin may not be easilyaccessible from the drawer. Similarly for the upper bin a door may beused in the front but may not provide easy access to the back of thatbin. The invention provides a belt within the drawer or within the binto move materials from the back of the bin to the front of the bin andvice versa. The movement of the belt may be by actuator or manual.

The belt runs between two axles at the front and the back of the draweror bin. IT has a surface to provide support for the weight of thematerials that will be placed on the belt. Such a surface needs to beengineered to have a low level of friction under load. Alternatively thebelt may be supported by intervening rollers. Finally the belt may evenbe in sections i.e. narrow sections of belt between pulleys at the backand the front. The embodiments shown are centered on the lower airsleeper. However, this is not necessary and often not desirable. If theBins are offset to be centered between the lower tier of Air Sleepers,there is easier access to the bins when the lower tier is occupied andthe foot rests are lowered. Moreover, in some Air Sleepers the arm restarea is higher than the center of the Airsleeper module therebyproviding a higher section for storage below the arm rest area. Thiscontinuous space between adjoining arm rests can be best utilized of thebin is centered between the lower tier Air Sleepers. Notably the Frame(disclosed in documents included herein by reference) may need to beshaped to hug the shape of the arm rests to increase the storage space.The cross section of the frame being maintained to support the necessaryloadings.

Child Seat

The inventions as disclosed in the documents incorporated herein byreference has many different embodiments as previously disclosed. Theinvention includes a method for customizing each of these embodiments tospecific classes of autos that have different crash characteristics. Thedifficulty in design is that there needs to be an observable factorrelated to the cars that can be used by consumers to then choose theright child seat. The Method of the present invention as in FIGS. 2-1 to2-10 uses a range of crash pulses that are measured at the rear seatwhere the child seat will be located for standard crash tests conductedfor cars and for which cars are provided with ratings (star ratings), tocalibrate the performance of the child seat to provide the best injuryperformance related to acceleration of the head and other observableinjury factors. It involves the steps of classifying cars in the marketinto groups with different observable ratings (in the extreme this canbe the entire set of available cars but in practice it could be carsgrouped into their Star ratings). Using the crash data from these carcrash tests to identify the range of acceleration pulses that areexperienced by one or more accelerometers at the location for the backseat of these cars; Using these accelerometer pulses as the input forsimulations and test of the child seats for their design; identifyingcontrollable parts that can be customized for each of the classes ofvehicles. Offering the child seals with the required customize parts(either preinstalled or customer installable) to the customer.

With this in mind one class of embodiments are disclosed in thisinvention called the dial-resistance bungee sling. It is tunable with atuning device. It is made up of concentric spring dampers. The type ofBunge sling may have a variable resistance “dialed in” with the dialhandle by engaging different numbers of Spring Dampers as required thatmay be dependent on parameters related to the physical size of the childand/or the properties of the pulse at the mounting location of the childseat in a front impact. The latter may vary depending on the crumplezone and other factors of the car.

The Fig shows three concentric spring dampers. However there is no limiton the number except for the space for installation. With more springdampers there are more options to tune the arrangement for a differentload characteristics. Each of the spring dampers may have a single helixas in a coil spring but may also be a double helix or even a multi-helixfor greater stability of the end rings and the connection points to thestretching spring damper coils. The taper of the spring dampers willlower the possibility of slight lateral movements affecting thestretching of inner coils relative to non-stretching (and unselected)outer coils, the dial handle is attached to a lock ring that slides onthe support ring (engaged with rear flanges to the retaining ring inthis embodiment) and thereby with its lock flange engages one or more ofthe spring damper flanges which are designed to have an arc length thatincludes a section under the lock flange at the dial positions whereretention and engagement of the that spring damper is desired. Some ofthe flanges of the spring dampers are therefore longer arcs than othersand they are designed to allow some spring dampers to move freely whenthe others are engaged by the lock flanges. Notably in all these casesthe outer shell/safety cage must be attached to the support structure ofthe seat to support front impact loadings, unless of course the Bungeattachments are directly attached at the back to the seat supportstructure attached to the car.

Another embodiment of such a tunable resistance device as in thedial-resistance device noted above, is a shock absorber element that isattached at one end to the fixed structure of the CRS or the vehicle ata point at the center and back of the inner shell. The second end ofthis device is attached to a cable that goes over a slide or pulley atthe back higher up along the inner shell and is attached to the innershell, the attachment point to the inner shell could be about thelocation where the dial-resistance device is attached in otherembodiments. The pulley or slide would be directly behind it. In theevent of an impact the cable will pull the end of the shock absorberwhich will elongate upwards (it can elongate till it reaches thepulley). Such a device can have the shock absorber with variable springsor an air damper with variable vents and gas dynamics control.

Another aspect of the invention is a new embodiment of the shockabsorber strip for the child seat distinct from what was previouslydisclosed, has a lateral extension adjoining the curved section toreduce the distortion of the flat sections that are attached to theinner shell or seat and to the supporting frame. Yet another variationof the Shock Strip (with or without the above enhancement) has amodified width at the end of the curved section to change the twist andbend characteristics. This may be a reduction or increase in the widthor the profile of the cross section at different points on the curvedsection.

Also disclosed are variations of the shock strip under load in side andfront impacts. The different cross sections of the front hairpin bendwill change the load characteristics of the seat. The support of thesides of the “T” arms are not shown. They may have controlled slidingenabled either in a horizontal plane or also allowing vertical movement,while carefully controlling the deflection characteristics under lateralloading by the arms of the “T” upon side impact.

These disclose “hairpin structure may be implemented in any shock stripand not just the “T” structures.

Finally, there are several embodiments of the child seat with safetyconsiderations noted in this disclosure and those incorporated herein byreference, the inner shell with the head rest, the safety mechanismsnoted in these disclosures and the outer shell/safety cage may be amodular structure that can be used in several child seats that canaccept the module thereby making the design more versatile.

The child seat embodiments that are disclosed may be a part of completechild seat or may be constructed as a module for use in a child seatbase constructed for that purpose. Such a base would have connections atthe bottom of the outer shell or cage and in some cases at the back ofthe outer shell or cage as well.

The embodiment shown has a headrest that may slide up and down on a setof flanges that also retain the head rest in the event of a frontimpact. Some embodiments may have the harness attached to or threadedthrough the lower part of the head rest so that movement of the headrestalso moves the harness mooring and therefore automatically adjusts theheight of the harness based on the height of the headrest. Furthermore,some embodiments may use a threaded bar and nuts on the headrest and theinner shell to move the headrest up and down by rotation of the threadedbar. Such rotation can be achieved with a handle (that may be retracted)at the top of the threaded bar. In some such embodiments the threadedbar is slidably attached to the headrest with a sleeve or other devicethat prevents axial motion of the threaded rod relative to the headrest.The threaded rod has also one or more nuts that are attached to theinner shell that ride up and down the threaded bar as it is rotated(FIG. 3-7 shows apertures for securing these nuts. The nut rides in aslot in the headrest as in FIG. 3-5). Such motion will move the headrestup and down guided by the flanges sliding in the recesses as shown inthe figures. An alternative mechanism is a notched bracket that replacesthe threaded bar with a grooved clamp that engages the notches and maybe released with a grip mechanism near the top of the headrest. Theclamp may be spring loaded and have a pivoted arms on either side of thenotched bar, so that on release of the spring the two arms catch the baron either side. The pivot of the clamp would in some embodiments beattached to the headrest and the notched bar in these embodiments beattached to the inner shell. One handle of the grip will be attached tothe headrest and the other will be pivoted to it and have an arm that issubstantially parallel to the notched bar, with a lower end pivoted to apoint on one of the clamp jaws (or any point that is away from the pivotto give a lever action to move the jaw.) the second clamp jaw may beactuated by the first using any of the abundant background art on suchdevices.

The flanges may need to be of metal or other strong materialparticularly if the harness is supported by the headrest in front impactas the inertial loading of the body will act on the harness and in turnon the mounting of the harness with the flanges to the inner shell.

The head rest in some embodiments may be designed to deflect in acontrolled manner in a side impact and therefore may have ribs that aredesigned with a cross section that controls the deflection. Such a crosssection may vary along the length of the ribs and the spacings of theribs may vary to optimize the deflection with regard to lowering headand neck injury.

The shape of some head rests may be such that the surface is inclined onthe sides and angled such that the natural motion of the head relativeto the upper body with regard to the occipital condoyle and other jointsalong the spine enable the angle to support the head over a largesurface area. This design will help with regard to sleep of the childand also to support the head during a side impact with a distributedreaction force.

The shape of the head rest and the movement of the headrest will enablethe headrest to be adjusted upwards until the surface is near the head.

Another feature of this headrest is that it is shaped to avoid coveringthe eyes to maximize visibility of the child.

The embodiment of the child seat has a support structure between theinner shell and the outer shell/safetycage. This support structurecomprises a shock strip at the bottom of the seat that may be extendedto the upper part of the inner shell and may even have side arms.Additional supports may be attached at the extreme ends of the side arms(or in the absence of the extension of the shock strip directly on theinner shell in that position) and attached to the outer shell/safetycage. Such attachments may be slidable in a horizontal or vertical andhorizontal direction but have a controlled resistance for motion thatrequires compression of such attachment members. i.e. for lateralmovement of the inner shell. There may be additional connections thatmay be distorted or compressed at different points on the area betweenthe inner and outer shells.

There is also a Bunge sling attachment at the central back of the innershell and attached to the outer shell. Parts of this are shown in FIG.3-2. This embodiment has a Bunge Slot that allows the Bunge Pin to slideout during a lateral impact, but captures the pin during a front impact.The dial resistance mechanism will allow different resistances to beapplied for front impact control.

Some embodiments of the child seat with an outer shell/safety cage andinner shell or a double shell structure where the double shell inaddition to what has been previously disclosed uses a puncture resistantinner shell such as Kevlar and outer shell safety cage that allowdeformation or puncture under high reactive forces, thereby minimizingpuncture injuries and providing a deceleration space for intrudingobjects between the inner shell and the outer shell/safety cage.

Embodiments of the child seat that use the double shell (inner and outeras in FIG. 5-1) have great value in several kinds of impact situationsas noted in prior disclosures of this invention. In side impacts thereis the benefit of relocation and rotation of the inner shell to reducethe peak impact forces and also reorient the child away from the impact.In the case of the front impact there is the relative motion of theinner shell swinging forward substantially with the child strapped inSuch a motion will also bring the head further forward than in a childseat that is static. Therefore in designing a resistance arrangement asin the Bunge sling as noted in prior disclosures of the presentinvention, while the principal design criterion is the minimization ofthe peak acceleration of the head, such an optimization needs to be donewith the forward excursion of the head kept within limits. Therefore inthis context it could be a constrained optimization with a limit set forthe forward excursion distance.

Notably as the time for the deceleration of the head is increased, andthe related space for deceleration rises, the average acceleration canbe reduced and also with careful design the peak acceleration reduced.Therefore any reduction of the peak acceleration of the head can beassociated with the minimum additional distance for excursion of thehead forwards. This minimum incremental head excursion distance willrise as the incremental decrease in the peak acceleration gets bigger.The actual correspondence between the reduction in the peak accelerationand the decrease in the minimum excursion distance will depend on theBunge device used for such deceleration. Such devices can have differentthicknesses. As the thickness rises it reduces the excursion distance asthe inner shell needs to be moved forward to accommodate it. Thereforein design it is best to have a thin device to maximize the excursionspace for the head. However, the performance of this device willdetermine if the extent of lowering the peak acceleration is maximumgiven the available excursion distance. Therefore there is a balancebetween the thickness of the device and its performance in reducing peakacceleration. The thinner the device and higher the reduction ion peakacceleration (i.e. making the acceleration as close to constant aspossible) the better the performance for any given excursion space. Onedesign approach is therefore to start with the given potential excursionspace and find the best technology for each thickness of bungee deviceto minimize the peak acceleration in the available remaining excursionspace. Choose the thickness of Bunge device/technology that maximizesthe reduction on the peak acceleration within the remaining availableexcursion space.

Some Bunge devices are designed for multiple parameters such as weightsand heights of occupants, different impact pulses at the latch points ofthe seat where the child seat is installed (depending on the crumplezone) etc. therefore the Bunge device will have a variable performancefor each combination of these factors working within the potentialexcursion distance of which some distance is used by the device. Anapproach to optimize the space is to find the technology for eachthickness of Bunge device that within the remaining excursion space isable to reduce the peak acceleration in the preferred combination (aseach value of the parameter will have a minimum for which othercombinations of the parameters may not be optimum) Finally choosing thethickness/technology combination that provide the best preferredcombination of reduction in peak acceleration.

Oblique frontal or side impacts present unique challenges to the safetyof the child in the seat. There is a torque that is applied to themounting points of the child seat as a result of such an impact. Thistorque will attempt to rotate the outer shell of the child seat. Thearchitecture of the child seat in FIG. 1 with an inner and outer shellwith controlled deflection elements between the two will control therotation of the inner shell and reduce the peak angular acceleration ofthe head and other critical body parts and thereby reduce injury. Ifthere is intrusion, contact of the intruding vehicle or object on theouter shell will begin accelerating the inner shell away from theintrusion and as the outer shell is penetrated or deflected. Thiscontrasts with a single shell configuration where the shell is incontact with the child and penetration will cause puncture injuries anddeceleration can cause crush injuries as there is no acceleration spacefor the child to move ahead of the contact with the single shell.

The invention has a head rest that may be in some embodiments moved upand down to accommodate the growth of the child. The Head rest may alsohave attachments for the harness that also moves with the head rest.Moreover the headrest may also have shoulder guards that can move withthe headrest and are attached thereto. Such shoulder guards may bebraced with other parts of the CRS. In the case of a CRS with a outershell and a dynamic inner shell such bracing may be with the inner shellto benefit from the dynamics of the inner shell as well.

In any of these embodiments the invention further has aircushions thatare filled with air or other fluid and are either fully or partiallyfilled with a porous material. These aircushions in some embodimentshave vents that differentially evacuate the body of the aircushions sothat the edge of the aircushion in front of the child's head willevacuate last so that the head is ensconced by the air cushion and thecenter and lower part of the air cushions evacuate first. The porousmaterials that may be used to fill the aircushions can change thecompression characteristics of the aircushion. The fluid mechanics woulddictate that such an arrangement could be effected with vents at thelower end of the air cushions as shown in the figures. Some embodimentsmay have air cushions shaped as in the figures. the narrowing crosssections near the bottom or the vents can be used also with a venturitube to control the rate of evacuation without introducing excessiveturbulence. The vents can of course be sized to control the evacuation.

In other embodiments may have a sacrificial airbag that is partiallydeflated under impact loading, and as a result transferring the air tothe air cushions. Such an arrangement can have the sacrificial airbagsattached to the shoulder supports and upon contact.

Upon contact of the shoulders on the sacrificial airbag, air is forcedthrough the air ducts to the air cushions placed on the head rest. Theseducts may be oriented as best suited for transferring the air in atimely fashion and to the right locations in the air cushions. Theembodiments show the air ducts conducting the air to the heads of theair cushions so that the inflation of the heads of the cushions areeffected first. Thereafter contact of the head on the air cushions willdeflate the air cushions through the vents.

Notably there may be secondary vents on the aircushions to controlevacuation of the air cushions.

Such airbags and aircushion (and the air ducts if used) may beconstructed with two layers of wall material that sandwich a porousmaterial, and the entire combination compressed selectively at thesections that lie between the airbags and aircushions with a die thatmay be heated. Thereby creating the shape of the airbags and cushions asneeded. Another approach will be to have cut outs of the porous materialthat match the die shape and compress the two layers of wall material tobe in contact with each other and sandwich the sections of the porousmaterial, the wall material and the porous material may be treated foradhesion or melting as required to create the necessary seals.

The vent holes in the aircushions may be engineered to have flaps thatthat can be moved over the aperture to change the venting properties tocalibrate the rate of evacuation under different impact conditions. Forexample in side impact, for cars with softer side structures the optimalventing may be different to cars with stiffer side structures. A systemof aircushions can therefore be created to be calibrated on site to bestprotect the occupant in the car of choice by moving the flat over thevent to the right positions.

Another aspect of the invention is the use of a Belt-Box (buckle) totension the car seat belt with regard to the CRS. The belt-box in someembodiments is slidably attached to the side member of the base of theCRS and has a cable attachment to the tensioning mechanism for the CRSlatch arrangements. The Belt-box has a loop of the pair of webbingsections that come from the seat belt buckle end, passing through aslot. The loop then engages a pin that may be withdrawn to release theloop if needed. The pin would normally be locked in place duringoperation. The pin slides in a short slot on the body of the belt-boxand the position and orientation of the slot is such that as the pinslides into the box as would happen under tension of the seat belt in afront impact, the pin also moves laterally towards a rough surface ofthe belt box that impedes slippage of the belt. Thereby maintaining inthe position if the CRS as with little movement of the webbing of theseat belt.

Another aspect of the invention is an apparatus that is used for testingimpact conditions on the CRS and for that matter any other test where avariable compression loading is required where the first stage ofcompression has a higher loading force and the subsequent stages ofcompression have lower forces. Notably in the case of a series of springdampers or honey comb, the first to compress will be the section withthe lowest resistance and therefore when the requirement is forcompression of the highest resistance first a special apparatus asdisclosed herein is required. Here the support arms protect the lowercompression sections until the pins release the support arms andthereafter the softer material gets compressed. The arrangement in theapparatus can be cascaded for multiple sections of increasingly softerspring dampers or honeycomb with pairs of pins and support arms onadjoining pairs of plates that release these sections for compression.

As shown in FIGS. 7-1 to 7-7, the invention has a mechanism for theattachment of a headrest (that may include the support for the harnessand may include shoulder lateral supports) to the shell supporting theoccupant in a CRS. This mechanism has many embodiments, the oneillustrated in the figures has one or more pins that are enabled toinsert into slots at different height positions of the headrest therebyproviding a locking mechanism for the headrest at these heights toaccommodate children of different heights.

The height control slider that retracts and re-engages the pins throughthe attachment by pivoted links (other embodiments may have otherlinking mechanisms to attach a height control device to the pins,) theheight control slider is attached to a trigger or a lever that can beraised relative to a handle attached to the headrest, to elevate theslider relative to the headrest and thereby release the pins from theslots. The slider may be attached to a spring to maintain the engagedposition as the normal position.

The slots in the embodiment shown are constructed to be on the slidingflange that is attached to the shell and the pins are part of themechanism that is attached to the headrest. This arrangement can bereversed so that the slots are on the headrest (flange or other part)and the pins are attached to the shell. In the first case the mechanismwill be operated from the headrest as it moves up and down, whereas inthe second case the mechanism will be operated from the back of theshell.

The Figures show the means of articulation of the pints into the slotswith a slider that is attached to the pivoted links which are in turnattached to the pins. An alternative approach would be to have the pinsmove in an arc into and out of the housing with a pivotal support anddirectly or indirectly attached to the slider.

The headrest needs to be supported by the shell. This support is enabledwith the set of sliding interleaved flanges attached to each o the shelland the headrest. These flanges are attached to respectively theheadrest and the shell along a spine that is wide enough to provide thespace for the flange attached to the other member—headrest or shell.

In the embodiment shown the slots are on the edge of the flange attachedto the shell. This need not be the case. The slots may be on any part ofthe shell that is adjoining a part of the headrest that is chosen tomount the pins. The pins should of course move along a known pathadjoining the slots during the motion of the headrest up and down.

Another aspect of the CRS invention as shown in FIG. 7-8, 7-9 is amechanism for the accommodation of extreme intrusion into the space ofthe CRS during side impact. The CRS in this Fig shows an outer shell(which contains the inner shell supporting the child. The invention willalso be applicable to a single shell instead of the outer shell shownhere) that is pivoted along its back and has limited rotational motionabout this axis that is normally enabled for egress and ingress. It islocked in position for normal operation of the vehicle to protect thechild in a side impact. However this invention enables the clasp thatholds the outer shell to collapse under a predefined extreme loading ofthe intrusion to allow the outer shell to rotate about the central axisthereby moving the child away from and reorienting the child away fromthe intrusion and the impact (FIG. 7-8). In extreme cases where theintrusion is severe this movement is not sufficient, the invention has apivot that detaches or moves so that the outer shell can be pushedfurther by the intruding objects.

These two inventions allow the secure mounting of the child seat to thevehicle for optimal performance under less severe impact conditions andalso minimizes the size of the intruding child seat into the space ofthe adjoining passenger thereby reducing potential injury to thatpassenger.

Yet another aspect of the CRS invention as shown in FIG. 7-10, is anenhanced support for the CRS relative to the car seat. It has either aplurality of straps or a fabric/continuous material that is/are anchoredto a bar that is on the back of the seat which in turn is attached tothe anchor point of the vehicle for the tether. The stretch bar keepsthe fabric or the set of straps separated and thereby gives asignificant frictional bonding between the fabric or the set of strapsand the seat back to support the top of the seat in side impacts. Thefabric or continuous version of this aspect of the invention will alsosupport shear loads that will further add to the support of the CRSunder lateral loading. The strap embodiment can be enhanced with “X”diagonal sections of straps between adjoining section of orthogonal ordirect straps between the back of the seat and the stretch bar tosupport shear loadings as well by diagonal support of the two ends insections that are a substitute for the shear planes as in the case ofthe fabric embodiment.

Yet another aspect of the invention is shown in FIG. 7-11, here the CRSthat has a inner shell supporting the occupant and an outer shell thatis attached to the inner shell through shock absorbing elements.Previous disclosures of this invention have used a shock stripsupporting the bottom of the inner shell and “fingers” supporting theupper sides of the inner shell and a Bunge sling or a Dial-A-Guardelement providing support for forward impact movement of the innershell. The present embodiments may have all these aspects of the supportbut rather than the “fingers” they are supported by a pair of side shockstrips—one on each side—that may be made of metal. These side shockstrips (or the curved ends of the cradle) may engage the inner shell intwo ways: they may extend around the back of the inner shell and cradlethe inner shell; second some embodiments may simply have a short sectionof the shock strip hugging the inner shell and constrained to move in adepression or groove along its length to allow sliding. The functions ofthe side shock strip may include the constraining of the motion of theinner shell when rotating within the outer shell. In the case of thecradle type attachment, the near parallel opposite sides of the sideshock strip will constrain relative motion between the inner and outershell to be along the direction of the parallel sides as the “curve” ofthe shock strip moves along the strip as the strip deforms. It howeverwill not easily allow the relatively parallel edges to move orthogonalto the strip by twisting the curve between the parallel sides of thestrip. The same holds for the second means of attachment but in additionthere may be some sliding of the strip riding in the groove on the innershell.

There may be in addition as shown an optional supplementary shock strip“curve” that can absorb lateral impacts. Notably if the side shock stripis designed for deformation as the rotation of the inner shellprogresses it would be helpful to have a second strip that accommodatesthe design parameters for compression in lateral impact.

FIG. 7-12, shows a “split” shock strip at the bottom support of theinner shell. This will change the deformation characteristics of theshock strip. Such a split shock strip may also be used on the lateral orside shock strips as in FIG. 7-11.

Further embodiments of the CRS have the inner shell supported at therear of the shell relative to a bottom surface of the outer shell andrelated structure to limit downward motion of the inner shell relativeto the outershell during side or front impact. A wide support structuremay be used for reducing the rocking motion about a forward axis duringa side impact. Such support structures are attached to one of either theinnershell or the outershell and slidable on the other of theseelements.

WorkMate/Surgeon Back Saver/Posture Enabling Device

Another embodiment of the WorkMate relative to the previously disclosedversions is as in FIG. 1-11, 1-12. It is designed to help workers whobend Forward to work. In this embodiment, the device senses the positionof the hips relative to the vertical from the feet and the deviceattempts to keep the hips at a predefined position relative to thevertical above the feet. Different users will have a different preferredrelative position. However, broadly, most users would like to keep thecenter of gravity of the hips vertically above the feet so that thespinal loading is vertical and lateral loadings and resulting long terminjury is prevented in repetitive and extended periods of work with theupper body locating away from the vertical above the hips. The inventionhas a support arm that supports the upper body. It is simply strapped orotherwise attached to the upper body so that when the upper body is bentforward the hips automatically relocate to behind the vertical above thefeet to maintain balance. The invention thereafter moves the control armaway from the vertical so that it counterbalances the upper body andallows the body to relocate the hips above support footprint of thefeet. The servo control in this embodiment uses the distance between thepreferred location in the support foot print of the feet relative to thevertical through the hips as the error signal and moves the control arm11D to reduce this error. The wearer of the invention will automaticallyreadjust the hip position to maintain balance as the control arm movesand therefore in equilibrium, the control arm will be at the positionwhere it counterbalances the upper body while still allowing the hips tolie above the feet. The invention, simply by providing thiscounterbalance will provide a force on the upper body that will supportit to the extent that there is minimal horizontal loading on the spineand its appendages.

The locations of the feet and the hips relative to each other may beestablishes using wireless devices that are attached to the feet and/orto the control unit and the anchor belt 11C. This will allow themeasurement of the horizontal position of a predetermined point withinthe support footprint of the feet relative to a predetermined pointwithin the circumference of the hips. Such sensors can use wirelesstechnologies with sensors attached to the feet and on the anchor belt11C.

11A is a support arm; 11B is a support belt that keeps the support armnext to the user's upper body. 11C is the anchor belt that attachesabove the hips of the user; 11D is the control arm that can have lengthand angular displacements of the weight at its end to counterbalance asnoted above.

FIG. 1-12 is a schematic that shows the mass of the upper body M1 andthe control arm M2 that counterbalance each other M2's angularand/linear distance being controlled by a servo that uses as its errorsignal the vertical displacement between X1 and X2. The movement of X2happens as the user maintains balance.

The invention claimed is:
 1. A child restraint seat, configured torestrain an occupant, said child restraint seat is attached to a vehicleseat, said child restraint seat comprising: a base; an attachmentmechanism at a lower edge of said base configured to attach the seatdirectly to the vehicle; a contiguous unitary support shell with a backand a bottom mounted within said base configured to support theoccupant; a child seat harness attached to said support shell andconfigured to restrain the occupant; wherein said harness is verticallyadjustable with a sliding mechanism in a substantially verticaldirection; wherein said unitary shell provides support for bearing aload along said child seat harness; an upper assembly comprising aheadrest and a shoulder guard, said upper assembly being connected tothe back of said support shell and configured to slide in asubstantially vertical direction relative to the back of the supportshell to adjust a height of said upper assembly; said shoulder guardcomprising a left and a right lateral support element which curvesinwardly at is front ends defining a space substantially more than awidth of the headrest configured to be proximate the occupant shoulderto confine and thereby ensconce and provide forward and lateral supportof shoulders of the occupant.
 2. A child restraint seat as in claim 1,wherein the upper assembly comprises support elements for the lateralsupport of the head of the occupant.
 3. A child restraint seat as inclaim 1, wherein said shoulder guards comprise sacrificial airbagsadapted to: cushion the occupant ahead of impact conditions with ventsconfigured to exhaust to facilitate compression upon initial loading;compress with an inertial loading of the occupant in a side impact tothe vehicle to one or both of discharge air through a plurality ofvents; and discharge air into ducts connected to said headrest.
 4. Achild restraint seat as in claim 3, further comprising a headrest withleft and right elements deployed on either side of the occupant head forthe protection of the occupant head, further comprising aircushions withvents adapted to cushion the head of the occupant ahead of impact with arelease of air through the vents, and compress in a controlled mannerduring inertial loading of the occupant head during side impact, andwherein said aircushions are attached to said sacrificial airbags onsaid shoulder guards with ducts.
 5. A child restraint seat as in claim4, wherein said ducts are attached to the aircushions at one or both of:a top and a front of said aircushions, with regard to a facing directionand orientation of the child restraint system.
 6. A child restraint seatas in claim 4, wherein said vents on said aircushions on said headrestare positioned at one or both of: a bottom of the air cushions and aback of the air cushions, thereby maintaining a differential inflationof a front and top of the aircushions relative to the back and thebottom to ensconce the head.
 7. A child restraint seat as in claim 1:wherein said support shell is configured to rotate about a substantiallyvertical axis relative to the base; wherein said shell is attached witha detachable attachment at the rear of the support shell to the base;wherein said detachable attachment is configured to restrain the shellwith the occupant from forward movement during front impact; whereinsaid detachable attachment is detachable during one or both of egressand ingress; and side impact to the vehicle.
 8. A child restraint seatas in claim 7, wherein said detachable attachment is adapted to detachwith a lateral slidable arrangement.
 9. A child restraint seatconfigured to restrain an occupant, said child restraint seat isattached to a vehicle seat, said child restraint seat comprising: abase; an attachment mechanism at a lower edge of said base configured toattach the seat directly to the vehicle; a contiguous unitary supportshell with a back and a bottom mounted within said base configured tosupport the occupant; a child seat harness attached to said supportshell and configured to restrain the occupant, wherein said harness isvertically adjustable with a sliding mechanism in a substantiallyvertical direction wherein said unitary shell provides support forbearing a load along said harness; an upper assembly comprising aheadrest with left and right elements configured to be on either side ofthe occupant head for the protection of the occupant head said upperassembly being connected to the back of said support shell andconfigured to slide in a substantially vertical direction relative tothe back of the support shell to adjust the height of said assembly;aircushions with vents, adapted to cushion the head of the occupantahead of impact with vents configured to exhaust to enable compressionupon initial loading, and compress in a controlled manner duringinertial loading of the occupant head during side impact wherein saidaircushions are constructed of flexible skins and comprise one or moreelongated sections that are filled with porous material and wherein saidvents are placed towards one or both of: the rear of the air cushionsand the back of the air cushion with regard to the orientation of theseat, said aircushions having a differential inflation level of alongtheir lengths such that an edge of the aircushion located at a front ofthe seat will evacuate last so that the aircushions are configured toensconce an occupants head and a center, a rear, or a lower part of theair cushions evacuate first.
 10. A child restraint system as in claim 9,wherein said slidable mechanism further comprising a shoulder guard;wherein said shoulder guard comprising a left and a right lateralsupport element which curves inwardly at its front ends defining a spacesubstantially more than a width of a space defined inside the headrest,configured to be proximate the occupant shoulder to confine and therebyensconce and provide forward and lateral support of shoulders of theoccupant; wherein said shoulder guards comprise sacrificial airbagsadapted to: cushion the occupant ahead of impact conditions; compresswith an inertial loading of the occupant in a side impact to the vehicleto one or both of discharge air through a plurality of vents; anddischarge air into ducts.
 11. A child restraint system as in claim 10,wherein said ducts are connected to said aircushions.
 12. A childrestraint seat as in claim 11, wherein said ducts are attached to theaircushions at one or both of: a top and a front of said aircushions,with regard to the facing direction and orientation of the childrestraint system.
 13. A child restraint configured to restrain anoccupant, and said child restraint seat is attached to a vehicle seat,said child restraint seat comprising: a base; an attachment mechanism ata lower edge of said base configured to attach the seat directly to thevehicle; a contiguous unitary support shell with a back and a bottommounted within said base configured to support the occupant; a childseat harness attached to said support shell and configured to restrainthe occupant; wherein said harness is vertically adjustable with asliding mechanism in a substantially vertical direction; wherein saidunitary shell provides support for bearing a load along said child seatharness; an upper assembly comprising a shoulder guard, said upperassembly being connected to the back of said support shell andconfigured to slide in a substantially vertical direction relative tothe back of the support shell to adjust a height of said upper assembly;said shoulder guard comprising a left and a right lateral supportelement which curves inwardly at is front ends defining a spacesubstantially more than a width of the headrest configured to beproximate the occupant shoulder to confine and thereby ensconce andprovide forward and lateral support of shoulders of the occupant.
 14. Achild restraint seat as in claim 13, wherein said shoulder guardscomprise sacrificial airbags adapted to: cushion the occupant ahead ofimpact conditions; compress with an inertial loading of the occupant ina side impact to the vehicle to one or both of discharge air through aplurality of vents; and discharge air into ducts.
 15. A child restraintseat as in claim 14, further comprising a headrest with left and rightelements deployed on either side of the occupant head for the protectionof the occupant head, further comprising aircushions with vents adaptedto cushion the head of the occupant ahead of impact with a release ofair through the vents, and compress in a controlled manner duringinertial loading of the occupant head during side impact, and whereinsaid aircushions are attached to said sacrificial airbags on saidshoulder guards with said ducts.
 16. A child restraint seat as in claim15, wherein said ducts are attached to the aircushions at one or bothof: a top and a front of said aircushions, with regard to the facingdirection and orientation of the child restraint system.
 17. A childrestraint seat as in claim 16, wherein said vents on said aircushions onsaid headrest are positioned at one or both of: a bottom of the aircushions and a back of the air cushions, thereby maintaining adifferential inflation of a front and top of the aircushions relative tothe back and the bottom to ensconce the head.